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Seminar Report on

DTS-I
TECHNOLOGY
Presented by:
RUDRAPRASAD MAHAPATRA (Roll No. - 78)
SABYASACHI CHAKRABORTY (Roll No. - 79)

2016
Department of Mechanical Engineering
Academy of Technology
Adisaptagram , Hooghly, West Bengal
India 712121
CONTENTS
CERTIFICATE I
ENDORSEMENT II
ABSTRACT III
ACKNOWLEDGEMENT IV
1. INTRODUCTION…………………………………………… 1
2. IGNITION BEFORE DTSI…………………….…………… 2
3. WORKING OF DTS-I ……………………………………… 3
4. THE IGNITION SYSTEM………………………………….. 4-6
5. CONSTRUCTION OF DTS-I ENGINE…………………….. 7-17
 CYLINDER
 PISTON
 CRANKSHAFT
 CONNECTING ROD
 FLYWHEEL
 CARBURRETOR
 SPARK PLUG
 VALVES
6. CYCLE OF OPERATION INSIDE DTS-I ENGINE…..…….. 18-19
7. ADVANTAGE & DISADVANTAGE OF DTS-I TECHNLOGY &
ITS
APPLICATIONS……………………………………….………. 20
8. ADVANCEDMENT OF DTS-I TECHNOLOGY…………….. 21-23
 DIGITAN TWIN SPARK – SWIRL INDUCTION
 DIGITAL TWIN SPARK – FUEL INJECTION
9. STATISTICS…………………………………………………….. 24
10. CONCLUSION…………………………………………………. 25
11. CONTENTS TAKEN FROM…………………………………... 26
Certificate
This is to certify that the work presented in this
Seminar Report has been prepared by -
RUDRAPRASAD MAHAPATRA (RollNo.-78) and
SABYASACHI CHAKRABORTY (Roll No.-79) being Fifth
Semester B.Tech. Mechanical Engineering student of
AOT, Adiasptagram.

………………. …..…………..
(Mentor) (Head of Dept.)

Examined by:

………………. …..…………..

………………. …..…………..
~I~
Statement by the candidate

We hereby state that this technical report has been prepared


by us is a record of our presentation on this topic. The report is
being submitted to fulfil the requirements of Course ME581 of
the curriculum of Academy of Technology, Hooghly, India
712121.

………………. …..…………..
RUDRAPRASAD MAHAPATRA SABYASACHI CHAKRABORTY

Roll No. – 78 Roll No. – 79


5th Semester 5th Semester
( M.E. ) ( M.E. )

~ II ~
ABSRTACT
Since the development of first internal combustion engine in 1798 by John Stevens,
Engineers have been curious to take this idea to new heights. In 1807 Swiss engineer Isaac
de Rivaz upgraded the internal combustion engine to be ignited by electric spark,
following in 1864 Nikolaus Otto built the first atmospheric gas engine and patented
compressed charge four-cycle engine in 1876. And this innovation did not end there but
is still continuing today, Engineers have revolutionized the safety, efficiency, fuel
economy, design perspectives of engines to such an extent to provide users with simple
and efficient lifestyle. In India, Technologies like IDSI, DTS-i has changed the current taste
of young generation towards bikes and cars. One of such technologies is DTS-i also known
as Digital Twin Spark Ignition System. It is one of the most effective and efficient
innovation by Bajaj Auto Ltd. that is still used in various Bajaj bikes and provides good fuel
economy and efficiency. Its design is different from the conventional single sparkplug
engine; it uses two sparkplugs set at different timings controlled electronically. The first
spark plug works like any other conventional combustion ignition and the second spark
plug ignites any excess fuel in the cylinder thereby optimizing air-fuel mixture and
maximizing fuel efficiency and economy with low level exhaust emissions.

~ III ~
Acknowledgement

It is our privilege to express our sincerest regards to our project


coordinator, Prof. Partha Dey, and mentor Prof. Budhhadeb Chatterjee,
for their valuable inputs, able guidance, encouragement, whole-hearted
cooperation and constructive criticism throughout the duration of our
project. We deeply express our sincere thanks to our Head of Department
Prof. Amit Kr. Rana for encouraging and allowing us to present the
project on the topic “DTS-i TECHNOLOGY” at our department
premises for the partial fulfilment of the requirements leading to the
award of B-Tech degree. We take this opportunity to thank all our
lecturers who have directly or indirectly helped our project. Last but not
the least we express our thanks to our friends for their cooperation and
support.

~ IV~
INTRODUCTION
Conventional engines (2 or 4 stroke) used generally one sparkplug per cylinder and usage
of twin spark was actually seen in World War 1 aircrafts. The purpose to use 2 spark plugs
in the aircrafts was to ensure safety of the pilot and reliability of the engine against failure.
It worked in a process as if one spark plug gets failed then other can be used thereby
ensuring safety. This technology was then used by European car manufacturer Alpha
Romeo in his grand prix car but reverted to one sparkplug per cylinder due to three
reason:

a) Multiple sparkplug increases its manufacturing and service cost.


b) Provision of spark heads to accompany with multiple valves per cylinder is
difficult.
c) Sparkplugs junction might be subjected to leakage during compression stroke.

Today this technology is used by many automobile manufacturers like Honda, Bajaj Auto,
T.V.S etc.

Honda called this technology as Intelligent Dual Sequential Ignition System (IDSI). Honda’s
patent on this technology expired in 2005 just when Bajaj Auto filled for this technology
as their own and named it Digital Twin Spark Ignition (DTS-i). Bajaj Auto defined this
technology as “An improved Internal
Combustion Engine working on four stroke principle, having two valves per cylinder for
efficient burning of lean air fuel mixture used in engines where the diameter of cylinder
bore ranges between 45 mm and 70 mm characterized in that said Internal Combustion
Engine comprises a pair of spark plugs”.

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COMBUSTION PROCESS BEFORE USING
DTS-i TECHNOLOGY

The fresh charge (air –fuel mixture) that entered the cylinder during the suction
stroke is compressed during the compression stroke resulting the increase of
pressure and temperature of the charge. The spark plug, usually situated at one
end of the combustion chamber, ignites the air-fuel mixture and the ensuing
flame spreads like a slowly inflating balloon. There is an inevitable delay for this
inflating balloon to reach the furthest part of the combustion chamber. So, there
are pockets of poor combustion within the chamber and, overall, the combustion
is slow and inefficient. When it comes to higher capacity engines the distance to
be travelled by the flame front is further increased resulting the still slower
combustion. In simple words, the air and fuel mixture does not burn completely.

What does the Digital, Twin, Spark Ignition means

1) Digital - Since the spark generation will be initiated by a microchip.


2) Twin - Since two spark plugs will be used.
3) Spark-ignition - Since the ignition will be done via a spark.

Main characteristics
• Digital electronic ignition with two plugs per cylinder and two ignition distributors.
• Ignition with a Digital C.D.I.
• Injection fuel feed with integrated electronic twin spark ignition.
• A high specific power.
• Compact design and Superior balance.

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WORKING OF DTS-I

Unlike normal single spark ignition systems, the twin spark technology consist of two spark
plugs that fire in a coordinated manner resulting in optimal combustion. Normal ignition
system has single spark plug flame front created by the spark takes some time to reach entire
combustion chamber hence the burning of air fuel mixture is incomplete, In case of twin
spark technology the position of the two spark plug and electronically controlled ignition
timing results in fast and optimal combustion.

The heart of the twin spark technology is the ELECTRONIC CONTROL UNIT also called ECU. It
processes information based on the load [throttle], engine rpm and engine temperature and
send the precise ignition timing to the two spark plugs. This ECU is also responsible to
operate valve timings. The two spark plugs are kept at two ends of the combustion chamber
at 90 (degrees) opposite to valve axis. This innovative solution also entails a special
configuration of hemispherical combustion chambers ensuring a wide flame front when air
fuel mixture is ignited.

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THE IGNITION SYSTEM

The basic core of this ignition system is the ECU, it has two main components

a) Microprocessor
b) Position Sensors to control timing

PICTURE OF ELECTRONIC CONTROL UNIT (ECU)

Microprocessor:
Microprocessor is the main component of this system, which controls the spark timing. It
continuously adjusts the spark timing to obtain optimum combustion at various operating
conditions. The computer monitors the engine operating parameters with various sensors.
Based on this input, the computer signals the spark plug to fire.

The goal of computerized spark timing is to produce maximum engine power, top fuel
efficiency and minimum emission level during all type of operating condition. The computer
does this by continuously adjusting ignition timing. The computer determines the best spark
timing based on certain operating parameters such as crankshaft position, initial and
operating barometric pressure and temperature. Once the computer receives input from all
these and other sensor, it compares the existing -
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operating condition to the information permanently stored or programmed into its memory.
The computer matches the existing condition to set of conditions stored in memory,
determines proper timing setting and send signal to spark plug. It can do this very quickly,
making thousands of decisions in a single second. The permanent information programmed
into it is typically like:

1) Speed related spark timing


2) Load related spark timing
3) Temperature related spark timing

Position Sensors: A number of different types of sensors are used to monitor the movement
of crankshaft. These sensors include -
1) Photoelectric sensor
2) Magnetic pulse generator

Ignition with a Digital C.D.I.

A Digital CDI with an 8 bit microprocessor chip handles the spark delivery. The
programmed chip’s memory contains an optimum Ignition timing for any given engine rpm,
thereby obtaining the best performance characteristics from the combustion
chamber. Working together with the TRICSIII system, it delivers Optimum Ignition Timing
for varying load conditions.

Digital C.D.I.

Capacitor discharge ignition (CDI) or thyristor ignition is a type of automotive electronic


ignition system which is widely used in outboard motors, motorcycles, lawn mowers,
chainsaws, small engines, turbine-powered aircraft, and some cars. It was originally
developed to overcome the long charging times associated with high inductance coils used in
inductive discharge ignition (IDI) systems, making the ignition system more suitable for high
engine speeds (for small engines, racing engines and rotary engines).
The capacitive discharge ignition uses capacitor discharge current output to fire the spark
plugs. Most ignition systems used in cars are inductive discharge ignition (IDI) systems,
which are solely relying on the electric inductance at the coil to produce high voltage
electricity to the spark plugs as the magnetic field collapses when the current to the primary
coil winding is disconnected (disruptive discharge).
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In a CDI system, a charging circuit charges a high voltage capacitor, and at the instant of
ignition the system stops charging the capacitor, allowing the capacitor to discharge its output
to the ignition coil before reaching the spark plug.
A typical CDI module consists of a small transformer, a charging circuit, a triggering
circuit and a main capacitor. First, the system voltage is raised up to 250 to 600 volts by a
power supply inside the CDI module. Then, the electric current flows to the charging
circuit and charges the capacitor. The rectifier inside the charging circuit prevents capacitor
discharge before the moment of ignition. When the triggering circuit receives triggering
signals, the triggering circuit stops the operation of the charging circuit, allowing the
capacitor to discharge its output rapidly to the low inductance ignition coil.

CAPACITIVE DISCHARGE IGNITION: FUNCTIONAL DIAGRAM

TRICS III
Throttle Response Ignition Control System III Generation. It is a means of controlling the
ignition by operating the throttle. Depending on the needs of the rider whether it be
cruising, acceleration or max speed, the ignition requirements constantly change. Based
on a particular amount of throttle opening, the magnetic field generated by the magnet
opens or closes the reed switch. The reed switch is connected to the Digital C.D.I., which
signals the C.D.I. to change / switch, the desired ignition advance timing maps. This helps
in achieving a good balance between drive ability and optimum ignition spark advance,
resulting in an almost perfect ignition spark advance for every throttle opening and engine
rpm..

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WORKING OF TRICS III

CONSTRUCTION OF DTS-i ENGINE


The DTS-i engine has same parts as that of any convention 4 stroke piston cylinder engine. It
includes the following components

1) Cylinder

2) Piston

3) Crankshaft

4) Connecting rod

5) Flywheel

6) Carburettor

7) Two spark plugs

8) Valves

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CYLINDER:

PICTURE OF CYLINDERHEAD WITH POSITION OF TWO SPARK PLUGS

A cylinder is the central working part of a reciprocating engine, the space in which a
piston travels. Which is typically cast from aluminium or cast-iron and goes through
precision machine work. The cylinder is provided with two sparkplug slots inclined 90
(degree) with respect to valve axis for better concentrated ignition. During regular usage
due to wear and tear the cylinder surfaces becomes rough and damaged thus it is
important to provide with some covering on the surface of the cylinder to resist this
wear. This is achieved by provision of sleeves. A sleeve is a metal whose hardness is more
than that of the cylinder itself. The fitting of sleeve is done by machinist at the machine
shop, the engine block is mounted on a precision boring machine where the cylinder is
first drilled or bored to a size much larger than usual, then the fitting the sleeve with
interference fit, the process does not end here, now the engine block is heated such that
its expansion takes place then keep this sleeve in place, the engine is allowed to cool
thus gripping the sleeve tight. This process is costly thus increases the service cost and
manufacturing cost of the engines. To reduce this cost coating also can be used and this
is called sleeveless cylinder, it also reduces machining cost. Bajaj’s DTS-i engines uses
sleeve cylinder to provide longer life of the cylinder.

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PICTURE OF CYLINDER BLOCK

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PISTON:

PICTURES OF PISTON HAVING TWO TYPES OF PISTON RINGS

The piston is a component of the DTS-i engine. Its purpose is to transfer force from
expanding gas in the cylinder to the crack shaft via piston rod.

The petrol enters inside the cylinder and piston moves upwards and the spark plug
produces spark and the petrol is set on fire and it produces an energy that pushes the piston
downwards.
The pistons are cast from aluminium alloys for better strength and fatigue life. The
connecting rod is attached to piston by gudgeon pin, this piston is mounted within the
piston. The pin itself is of hardened steel and is fixed in the piston but free to move in the
connecting rod.
The gas sealing in the pistons is achieved by use of piston rings. These are number of narrow
iron rings fitted loosely into grooves in the piston just below the crown. The rings used can
be divided into two types first is the upper rings having solid faces providing gas sealing
and lower rings having narrow edges that act as oil scrapers used for spreading the oil.

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SECTIONAL VIEW OF PISTON TO SHOW THE GUDGEON PIN

CRANKSHAFT:
The crankshaft translates reciprocating motion of the piston onto rotational motion. It is
usually produced by forging and casting. Crankshaft can be forged from a steel bar usually
through roll forging or casting of ductile steel, Carbon steels are also used but requires heat
treatment to reach desired properties. Iron crank shaft are cheap to produce where the loads
are lower and forged steel where loads are higher. The crank shaft is typically connected to a
flywheel to reduce pulsation characteristics of four stroke cycle. This pulsation is actually the
vibration that comes into effect due to combustion and during movement of the piston.

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PICTURE OF CRANKSHAFT WITH CONNECTING ROD

CONNECTING ROD:
The connecting rod connects the piston to the crank or crankshaft. Together with the
crank, they form a simple mechanism that converts reciprocating motion into rotating
motion. The conversion is possible due to the fact that the connecting rod is rigid and thus
it may transmit either a push or a pull and so the rod may rotate the crank through both
halves of a revolution i.e. complete revolution.

The connecting rod is mostly made of steel and can be made of aluminium alloys for
lightness with strength at high cost for high performance engines or of cast iron that is
seen in DTS-I engine. The connecting rod can be divided into two parts first is the small end
that attaches to the piston pin i.e. gudgeon pin, and the big end that connects the
crankpins. The small end is small because of the low availability of space in the piston.

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PICTURE OF PISTON (TOP) AND CONNECTING ROD

FLYWHEEL:
A flywheel is a rotating mechanical device that is used to store rotational energy by
application of torque to it thereby increasing its rotational speed and hence it’s stored
energy. Conversely, a flywheel releases stored energy by applying torque to mechanical
load thereby decreasing flywheel’s rotational speed. Flywheels are generally made of
aluminium alloys or cast iron due to the fact that as the flywheel angular velocity increases
then the stored energy also increases. If the centrifugal stresses surpass the tensile
strength of the material, the flywheel will break apart. Thus the tensile strength defines the
upper limit of the flywheel can store energy. In DTS-i engine aluminium alloy flywheel is
used as it has more tensile strength than that of cast iron.
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PICTURE OF FLYWHEEL ATTATCHED TO CRANKSHAFT

CARBURETTOR:
It is a device that blends air and fuel for an internal combustion engine. The carburettor
works on Bernoulli’s principle as the faster the air moves the static pressure will be lower
but due to an increase in velocity dynamic pressure will be higher thus the throttle linkage
does not control the flow of fuel directly but controls the carburettor mechanism which
controls the air flow thus controlling the pressure difference thereby controlling the fuel
intake. The carburettor has three main functions -

a) Measure the airflow of the engine.


b) Deliver the correct amount of fuel to keep the fuel/air mixture in proper range.
c) Mix the two finely and evenly.
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The DTS-i engine uses lean mixture i.e. the quantity of fuel is less than air thus the
engine runs hotter than that of usage of rich mixture where the engine runs cooler.
As the engine runs hotter it also enables better functioning of the carburettor.

PICTURE OF CARBURETOR

SPARKPLUGS:
A spark plug is a device for delivering electric current from an ignition system to the
combustion chamber of a spark-ignition engine to ignite the compressed fuel/air mixture
by an electric spark, while containing combustion pressure within the engine.

Here the only change made is that the 2 sparkplug placed at the two opposite end of the
combustion chamber at 90 degrees to each other. The distance between the spark plugs
depend upon the displacement of the engine. Dual spark plug is used from 135cc engines,
up to high displacement engines. Because the ignition rate is double; the power is
generated product and gases expands faster which in turns push the piston more

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powerfully and we get better pickup and because approximately all the fuel being ignited
at once we get better fuel efficiency as well.

PICTURE SHOWING THE TWO SPARK PLUGS AT 90 (DEGREES) INCLINED TO VALVE AXIS

VALVES:
The valves that are used in DTS-i engine are called poppet valves also known as mushroom
valve due to the resemblance of the valve and the mushroom head. These valves are used
to control the timing and quantity of gas flow into an engine.

It consists of a hole, usually round or oval and a tapered plug, usually disk shape on the
end of a shaft also called valve stem. The portion of hole where the plug meets with it is
referred as seat. In exhaust the pressure difference helps to seal the valves and in intake
the pressure difference helps to open it.

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PICTURE OF VALVE

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CYCLE OF OPERATION INSIDE DTS-i ENGINE

CYCLE OF OPERATION IN DTS-I ENGINE


The working of DTS-i engine operates through 4 strokes Otto cycle process. The process
begins with constant pressure intake stroke then adiabatic compression stroke where
work input occurs then constant volume combustion stroke then adiabatic power stroke
where the work is done by the engine then constant volume heat rejection then exhaust
stroke. All these occurs in two revolution of the crank shaft or four strokes of the piston.
The process can be elaborated as -

Suction stroke: To start with the piston is at or very near Top Dead Center (T.D.C) and
the inlet valve is open and exhaust valve is closed. As the piston moves from T.D.C. to
Bottom Dead Center (B.D.C) pressure difference occurs in the cylinder which causes the
charge to rush in and fill the space vacated by the piston. The charge consists of a mixture
of air and petrol prepared by the carburettor. The admission of charge inside the engine
cylinder continues until the inlet valve closes at B.D.C.
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Compression stroke:
Both the valves are closed and the piston moves from B.D.C. to T.D.C. The charge is
compressed up to a compression ratio of 5:1 to 9:1 and pressure and temperature at the
end of compression are about 6 to 12 bar and 250 (degrees C) to 300 (degrees C)
respectively.

Working, Power or Expansion stroke:


When the piston reaches T.D.C. position, or just at the end of compression stroke, the
charge is ignited by causing an electric spark between the electrodes of two spark plug,
which is located 90 degrees each other in the walls of cylinder head. During combustion
the chemical energy of fuel is released and there is rise in temperature and pressure of
gases. The air-fuel mixture gets ignited in a way that creates two flame fronts and,
therefore, a reduction in flame travel of the order of 40 per cent is achieved. A fast rate
of combustion is achieved leading to faster rise in pressure. The obvious outcome of this
is more torque, better fuel efficiency and lower emission. Now the combustion products
expand and push the piston down the cylinder. The reciprocating piston motion is
converted into rotary motion of crankshaft by a connecting rod and crank. During
expansion the pressure drops due to increase in the volume of gases and absorption of
heat by cylinder walls.

Exhaust stroke:
Theoretically exhaust valve opens at the end of working stroke when the piston is at B.D.C.
position. But actually exhaust valve begins to open when about 85% of the working stroke
is completed. A pressure at this instant forces about complete the burnt gases into the
exhaust manifold at high speed. During this stroke the pressure inside the cylinder is
slightly above the atmospheric value. Some of the burnt gases are however, left in the
clearance space. The exhaust valve closes shortly after the piston reaches T.D.C. The inlet
valve opens slightly before the end of exhaust stroke and the cycle repeats.

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ADVANTAGES OF DTS-i TECHNOLOGY

 Less vibrations and noise.


 Long life of the engine parts such as piston rings and valve stem.
 Decrease in the specific fuel consumption.
 No over heating.
 Increase the Thermal Efficiency of the Engine & even bear high loads on it.
 Better starting of engine even in winter season & cold climatic conditions or at very low
temperatures because of increased Compression ratio.

DISADVANTAGES OF DTS-i TECHNOLOGY



 There is high NOx emission.
 If one spark plug gets damaged we have to replace the both.
 The cost is relatively more.
 You spend double the amount on spark plugs when it is time to replace them. 
 The engine tends to overheat and loose power at higher speeds as compared to a
single plug engine. 
 In case the Engine is kept unused for a long time soiling of spark plugs occur. Twin
Spark system helps to reduce this problem. 

APPLICATIONS:
It uses in automotive engines. In India Bajaj has patented for DTS-i technology. At present
platina, xcd125, 135, discover150, pulsar135, 150, 180, 200, 220 etc. are using the DTS-i
(Digital Twin Spark Ignition System). Which means the petrol enters into the cylinder and
burns more efficiently.
Hence the application of these technologies in the present day automobiles will give the
present generation what they want i.e. power bikes with fuel efficiency. Since these
technologies also minimize the fuel consumption and harmful emission levels, they can
also be considered as one of the solutions for increasing fuel costs and increasing effect
of global warming.

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The perfect Combustion in Internal Combustion engine is not possible. So for the
instantaneous burning of fuels in I.C. engine twin spark system can be used which
producing twin sparks at regular interval can help to complete the combustion.

BAJAJ PULSAR
BAJAJ DISCOVER

ADVANCEMENT OF DTS-i TECHNOLOGY


Engine can be further tuned to deliver exhilarating performance or exceptional mileage. The
further advances of DTS-i technology are:

Digital Twin Spark –Swirl Induction (DTS -Si)

Digital Twin Spark –Fuel Injection (DTS –Fi)

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DIGITAL TWIN SPARK -SWIRL INDUCTION (DTS -Si)

The Swirl Induction concept, which is meant for producing higher turbulence in the
combustion chamber. Swirl Induction is nothing but imparting a swirling motion to the fresh
charge that enters the combustion chamber. This can be done by making slight modifications
in the ports positioning of engine.

Need for Swirl Induction


When there is a sufficient or heavy load on the engine, the 4 –stroke cycle completes at a
faster rate resulting in the faster combustion because of the twin sparks produced by the
twin plugs. But when there exists a lighter load on the engine, the 4 –stroke cycle will not
complete at a faster rate. Therefore even the incorporation of twin spark plugs cannot aid
the faster combustion i.e. still a better rate of combustion can be achieved at lighter loads.
Combustion efficiency in lean Air-Fuel mixture conditions can be further improved by
generating high turbulence in the combustion chamber. Combustion chambers having low
turbulence give rise to propagation of a flame front, which is akin to that of a gradually
expanding balloon. This results in a slower rate of combustion and thus slower rate of
pressure rise. End result is lower efficiency. When high turbulence is generated and
combustion takes place, the surface of the ballooning flame front fragments itself, with
projection like fingers, which increases its surface area, thereby improving combustion
further.

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DIGITAL TWIN SPARK –FUEL INJECTION (DTS –Fi)

DTS-Fi is another advancement of the parent DTS –i technology. This technology is the
combination of both DTS–i and fuel injection. This technology is meant for increasing the fuel
efficiency in power bikes.

Need for Fuel Injection


Generally in conventional 4-stroke engines, which uses petrol as fuel, makes use of
carburettor, which mixes the fuel and fresh air in required ratio and supplies the same to the
combustion chamber. The process is similar for all loads. But the fuel consumption will be more
when there is a heavy load on the engine and it is less when there is a light load on the engine.
It is impossible for a conventional carburettor to take care of the fuel supply for these varying
loads. Therefore, there is a need for some intelligent device that controls the fuel supply
according to the varying loads. That so wanted intelligent device is nothing but the Electronic
Control Unit(ECU). The Electronic Control Unit is a microprocessor based system and can be
regarded as the brain of the fuel injection system. It processes information sent by various
sensors and instantly determines optimum fueling and spark timing for various engine-
operating conditions. The ECU contains detailed information of the engine's characteristics
from which it picks the necessary data for commanding both fueling & spark timing.

Advantages of DTS -Fi Technology


 Better low end torque.

 Lower fuel delivery and optimization of spark timing.

 Improved cold start, quick warm up and excellent response to the sudden acceleration.

 Lower emission levels.

 Self detection and communication of fuel system malfunctioning if any.

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STATISTICS

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CONCLUSION:

In the world of new high-speed cars and bikes to achieve maximum engine power, top fuel
efficiency and minimum emission levels during all type of operating condition.
The digital spark ignition is the best alternative for conventional ignition control. Electronic
control Unit gives accurate timing for all operating condition. At the same time use of two
spark plug improves thermodynamic efficiency and power available. At the same time it
reduces the maintenance cost due to fewer moving parts in turn less friction and wear. It
also good solution to reduce pollution since it minimizes emission levels. Also it is flexible
enough in mounting location. This is important because today’s smaller engine
compartment. Thus, it is better in all areas like power, speed, efficiency and clean emission
and hence it has brought a new evolution in automobile industry.

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CONTENTS ARE TAKEN FROM

• http://www.bajajauto.com/
• http://en.wikipedia.org/wiki/Bajaj_Pulsar
• https://www.google.co.in/?gfe_rd=cr&ei=-
XNBUS2MZWFuASxi4GoCg#q=dtsi+technology

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